Internal-combustion engine.



B. o. SMITH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IAN- 17. ISI: 1,245,520. Patented Nov. 6, 1917.

wvenIo/c I gaz/wein @Smal/4 UNITED sTATEs PATENT OFFICE.

BENJAMIN C. SMITH, 0F BAYONNE, NEW JERSEY, ASSIG-NOR T0 STANDARD NIOTOB- CONSTRUCTION COMPANY, OE JERSEY cITY, NEW JERSEY, A CORPORATION OE NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

Specication of Letters Patent.

Patented Nov. 6, 1917.

Application led January 17, 1917. Serial No. 142,791.

To all whom it may concern:

Be it known that I, BENJAMIN C. SMITH, a citizen of the United States of America, residing at Bayonne,l Hudson county, State of New Jersey, have invented a new and useful Internal-Combustion Engine, of which the following is a specification.

My invention relates to a fluid controlling means particularly useful for internal combustion engines. The invention may be applied to an engine of that type set-forth in my copending application, Serial No. 137,117, filed Dec. 15th, 1916, wherein I have disclosed only manually operable means for effecting the control of the gas and air used in producing the combustible mixture. In the present case this control is eected automatically.

Whereas my present improvement is of particular utility when used in connection with such an engine as disclosed in my aforesaid application, its usefulness is not limited thereto but may be extended to other apparatus.

In the accompanying drawings:

The figure is a side elevation of an engine partly in section showing my apparatus as applied thereto.

1 represents a cylinder; 2 a piston; 3 an exhaust valve; 11 a gas fuel feed pipe leading from a generator 12 to a gas intake valve 9 which opens into the cylinder 1 at the proper time. 7 is an air intake pipe which leads to a valve 5 located in the cylinder and which opens to admit air into the cylinder at the proper time. The valves 5-9 may b e of any suitable type, the same being des1 ed to open on the so-called suction stroke o the engine. 8 conventionally represents a valve in the air supply pipe 7. 21 represents a cylinder having therein a piston 22, 23 1s a duct or pipe connecting the interior of the fuel feed pipe 11, beyond the valve 18, with one end of the cylinder 21. 24 is a duct or pipe connecting the air inlet ,'pipe` 7, beyond the valve 8, with the other end of the cylinder 21. The piston 22 is suitably connected with the valve 18 as through the medium 4of a rod 25 and an arm 26. The

valve 8 is a throttle and this may be operated in any well known way, that is to say, manually, or by any suitable form of governor, or a combination of either, all of which are too well known to require illus-v tration but, for the purposes of this case, I

have elected to show. an arm 27 which is manually movable over a notched segment 28 to different'operative positions. 19 conventionally illustrates a valve by which I may regulate the density of the fuel-gas formed by the generator 12. Assuming .a gas of the desired richness is being fed to the fuel pipe 11 ready to be introduced into the cylinder 1, and auming the engine is running on the suction stroke the Valves 5-9 will open simultaneously admitting fuel-gas and air which become mixed within the cylinder in the proper proportions to give the proper explosive mixture. To slow down the engine the throttle 8 is moved so as to restrict the passage through the pipe 7. v.This will result in reducing the volume of air admitted. Inasmuch .as it is essential that the volume of gas should be proportionately reduced, it will beseen that the governing means will operate to that end as follows: Inasmuch as the right hand end of the cylinder 21 is connected with the air passage between the throttle valve 8 and the cylinder 1, it follows that the resulting rarefication of air in the cylinder will be felt at once in the cylinder 21 at the right of the piston 22. This will result in drawingv the piston 22 to the right and thereby closing down the i valve 18 in the fuel'pipe thus producing a rarefication beyond said valve which will be felt on the left hand end of the cylinder 21 until there is a balance of pressures on both sides of the piston 22. When said condition obtains the piston 22k will stop moving and the valve 18 will occupy the proper position relatively to'the set position of the throttlevalve 8, whatever that position may be, to give the desired mixture.

I may also connect this automatic controlling means with the fuel controlling valve 19 so that more or less fuel will be automatically controlled from the automatic.

valve 18 it will simultaneously open the fuel valve 19. I have not attempted to illustrate herein accurate proportions, but rather have merely shown conventionally an arrangement by which the aforesaid operation may be effected. For the purposes of further regulation, I may provide a bar 34 connected to the end of the pivot forthe valve 18. This bar may have slidably mounted thereon two weights iSd-36a, one Weight being mounted on each side of the pivot. By adjusting these Weights on the rod 34 l may balance the valve 18 as required, or as desired. For example, as shown in the drawings, the weight 36 is farther from the pivot for the vvalve 18 than is the weight 36a, hence the normal tendency of the valve will be to move in an opening direction, this tendency being counteracted bythe degree of vacuum in the right hand end of the cylinder 2l. When this degree of .vacuum decreases, the relatively increased vacuum in the pipe llybeyond the valve 18 plus the weight 86- will tend to open valve 18.

What I claim is:

1. 1n an internal combustion engine, a cylinder, a piston therein, a fuel admission port opening into .the cylinder and avalve therefor, an air admission port opening into the cylinder and a valve therefor, a conduit for supplying a relatively rich combustlble gas to the valved fuel admission port, a conduit for supplying air to the valved air admission port, a valve in the fuel supply conduit for controlling the supply of fuel,

. a valve in the air supply conduit for controlling the supply of air, a control cylinder in communication at one end with the fuel supply conduit at a point between the fuel control valve and fuel admission valve 2. In anl internal combustion engine, a

cylinder, a piston therein, a fuel admission port opening into the cylinder and a valve therefor, an air admission port opening into the cylinder and a valve therefor, a conduit supplying a relatively rich combustible gasV to the valved fuel admission port, a conduit for supplying air to the valved air admission port, a valve in the fuel sup ly conduit for controlling the supply o fuel, a valve in the air supply conduit for controlling the supply of air, a control cylinder in communication at one end with the fuel supply conduit at a point between the fuel control valve and fuel admission valve and in communication at its opposite end with the air supply conduit at a point between the air control valve and the; air admission valve, a piston in said cylinder and subjected at its opposite sides to the pressure in the fuel and air supply conduits, means for operating one of the lcontrol valves, operating connections from the piston to the other one of theV control valves, and a valve for regulating the density of the fuel also operated by the piston in the narra. o. sii/nrs.

Icontrol cylinder., 

